U.S. patent number 5,829,947 [Application Number 08/665,201] was granted by the patent office on 1998-11-03 for cargo handling hydraulic ramp loader system and methods.
This patent grant is currently assigned to Emerald Rail Technologies, LLC. Invention is credited to Glen L. Litten.
United States Patent |
5,829,947 |
Litten |
November 3, 1998 |
Cargo handling hydraulic ramp loader system and methods
Abstract
A hydraulic ramp loader, track channel systems and methods for
lifting, leveling, aligning, moving loading and unloading cargo on
channel-dolly-pallets into a carrier equipped with a like track
channel system, the ramp loader having a lifting hydraulic
cylinder, a leveling hydraulic cylinder, a control means and an
extendible and expandable interlocking track channel frame
ramp.
Inventors: |
Litten; Glen L. (Springfield,
OR) |
Assignee: |
Emerald Rail Technologies, LLC
(Springfield, OR)
|
Family
ID: |
24669141 |
Appl.
No.: |
08/665,201 |
Filed: |
June 13, 1996 |
Current U.S.
Class: |
414/537; 414/540;
14/71.3; 414/539; 414/546 |
Current CPC
Class: |
B60P
1/43 (20130101) |
Current International
Class: |
B60P
1/00 (20060101); B60P 1/43 (20060101); B60P
001/44 () |
Field of
Search: |
;414/399,390,391,392,537,538,498,499,557,500,545,539,559,540,546,556
;14/69.5,71.1,71.3,71.7,72.5 ;254/2R,2C |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
|
|
|
|
|
809049 |
|
Mar 1969 |
|
CA |
|
1376467 |
|
Sep 1964 |
|
FR |
|
2455227 |
|
May 1976 |
|
DE |
|
127703 |
|
May 1964 |
|
JP |
|
8104788 |
|
May 1982 |
|
NL |
|
888476 |
|
Jan 1962 |
|
GB |
|
Primary Examiner: Werner; Frank E.
Attorney, Agent or Firm: Klarquist Sparkman Campbell Leigh
& Whinston
Claims
What is claimed is:
1. A track channel ramp loader having means for lifting, leveling,
aligning and inclining a first track channel frame affixed to said
ramp loader with a second track channel frame on a carrier, wherein
said carrier comprises a track channel rack and said track channel
ramp loader comprises:
a mounting means for pivotally attaching the track channel ramp
loader to the carrier;
a lifting hydraulic cylinder;
a leveling hydraulic cylinder;
a control means for controlling said lifting and leveling hydraulic
cylinders;
an extendible and expandable ramp comprising
at least two track channel frame assemblies,
at least two expander crossbraces each having a crossbrace lock
assembly,
a slide bridge subassembly having a means for attaching the
mounting means and a means for pivotally mounting the lifting
hydraulic cylinder,
a first span bridge subassembly fastening and locking to the slide
bridge and said first span bridge having a means for pivotally
fastening the leveling hydraulic cylinder; and,
wherein the lifting hydraulic cylinder is pivotably fastened to the
slide bridge, the leveling hydraulic cylinder is pivotally fastened
to the span bridge; said lifting comprises pressurizing the lifting
hydraulic cylinder; said leveling comprises pressurizing the
leveling hydraulic cylinder; said aligning and inclining comprise
operating said control means to pressurize and depressurize the
hydraulic lifting cylinder and the hydraulic leveling cylinder
until the first track channel frame of the ramp loader is aligned
with the second track channel frame of the carrier.
2. The ramp loader of claim 1 wherein said ramp is expandable from
about 6 feet to about 9 feet and extendible from about 2 feet to
about 26 feet in length.
3. The ramp loader of claim 2 wherein said ramp is capable of
lifting and leveling a cargo having a weight of about 8000 lb.
4. The ramp loader of claim 1 wherein said first track channel
frame has a track channel and a frame member.
5. The ramp loader of claim 1 wherein said track channel is formed
from an aluminum alloy and has a wall thickness of about 3/16 inch
to about 1/4 inch, a track channel width of about 2 inches and an
internal track channel height of about 2 inches to about 3
inches.
6. The ramp loader of claim 1 wherein said frame member is formed
from an aluminum alloy and has a wall thickness of about 1/4 inch
to about 1/2 inch, a frame width of about 2 inches and a frame
height of about 7 to about 10 inches.
7. The ramp loader of claim 1, wherein the two expander crossbraces
each comprise a first and a second tube both of which are
insertable into, slidably engaged, and lockable within a cam lock
assembly.
8. The ramp loader of claim 1 wherein said hydraulic lifting
cylinder has a bore of about 2 inches to about 3 inches and a
stroke of about 100 inches.
9. The ramp loader of claim 1 wherein said hydraulic leveling
cylinder comprises a two stage hydraulic lift cylinder with about a
56 inch stroke.
10. The ramp loader of claim 1 wherein said ramp has a length
sufficient that when the slide bridge subassembly is mounted to the
carrier and a lower ramp subassembly is in contact with a substrata
an angle formed between the lower ramp subassembly and the
substrata is about 8 degrees to about 11 degree.
11. The ramp loader of claim 10 further comprising said slide bride
subassembly having a length of about 47 inches, said first
span-bridge subassembly having a length of about 96 inches, a
second span-bridge subassembly having a length of about 70 inches,
and the lower ramp subassembly having a length of about 100
inches.
12. The ramp loader of claim 1, further comprising a tire grate
assembly reversibly mounted on the expander crossbraces and capable
of supporting a vehicle on the ramp.
Description
FIELD OF THE INVENTION
The invention relates to automated hydraulic ramp loaders and
methods for lifting, leveling, inclining, aligning, loading and
unloading cargo from carriers fitted with rail systems such as
shipping containers, tractor trailer vans, rail cars, and vehicle
transporters.
BACKGROUND OF THE INVENTION
Transportation networks for distribution of consumer goods are
rapidly changing to eliminate wholesalers and accommodate a more
decentralized retail distribution in warehouse outlets, malls,
factory-outlets, and catalogue sales and a variety of"mega"-stores.
With such a large proportion of consumer goods now being
transported direct from the manufacturer to consumer outlets
special problems have arisen in transport and handling of heavy
and/or bulky cargoes at these destinations. While loading docks and
forklifts are common in a wholesale setting, they are frequently
not available at retail outlets. Also, conventional delivery trucks
equipped with hydraulic lift-gates are severely limited in the size
and weight of cargo that can be accommodated. In many retail
settings it is nearly impossible for a single individual to load
and unload heavy or bulky loads from a tractor trailer or cargo
container without renting special equipment or hiring movers. If an
item must be returned to a manufacturer the problems are
compounded. One class of heavy bulky cargo is represented by
vehicles such as automobiles and trucks.
In 1994 approximately 70% of all new vehicles (i.e., 12.5 million)
were moved by rail and the remainder by road. During transport in
multilevel rail cars and truck carriers many vehicles sustained
paint and structural damage, for example during driving on and off
the cargo carriers or as doors were opened into the sides of rail
cars. Because drivers must enter and exit vehicles while they are
parked in carriers, vehicle transporters must also be overly wide,
resulting in wasted space, added weight and higher operating
costs.
Recently, interest has emerged in developing systems to move
vehicular cargoes without relying on drive-on/drive-off loading.
Attempts have been made to automate loading by using e.g. a wheeled
pallet that slides on rails (U.S. Pat. Nos. 4,759,688; 3,498,480;
3,110,466 and 3,221,907); vehicles inserted into a "sleeve"
structure (U.S. Pat. No. 4,919,582); and, a rolling "dolly" that
engages wheels in the cargo vehicle (U.S. Pat. No. 4,049,025).
These attempted solutions have created other problems. Loading
"systems" generally rely upon special units that are only available
at a manufacturing plant or distribution center, e.g., a pivoting
loading platform as disclosed in U.S. Pat. No. 3,498,480. Such
expensive loaders can frequently require more than one operator and
are generally unsuitable for operation at a retail outlet. In the
case of vehicular cargo, once the loaded carriers are out of the
distribution centers the "loading systems" frequently revert to
reliance on a drive on/drive-off operation.
Thus, one object of the invention is to provide a cargo handling
system with loading ramps for cargo transporters, tractor trailer
vans, cargo containers and rail cars. It is another object to
provide a ramp that is capable of lifting, leveling, loading and
aligning cargo on a track channel system with a channel track
racking system in a carrier. It is yet another object to provide a
ramp capable of handling heavy cargo in a manner that allows
loading and unloading by a single operator at e.g., a retail site.
It is still another object to provide a general purpose strong
lightweight hydraulic lifting, leveling and aligning ramp that can
be assembled by a single individual from pieces in less than about
half an hour. It is yet another object to provide a device for
moving cargo along a track channel system so that a single operator
can move thousands of pounds of cargo on rolling pallets into and
out of carriers. A final object of the invention is to provide a
method for loading and unloading cargo using rolling pallets, a
channel track racking system, a track channel tug and a lifting,
leveling, aligning and inclining hydraulic ramp loader.
SUMMARY OF THE INVENTION
A track channel system with rolling dolly pallets, a hydraulic ramp
loader, a track channel tug and cargo handling methods are
disclosed. The system is generally useful and is particularly
helpful for moving and loading heavy and/or bulky cargo that would
normally require several movers, a forklift and/or a hydraulic lift
gate. The hydraulic ramp loader system disclosed herein allows a
single individual to lift, level, align, load and unload cargo from
a track channel system on a ramp into a track channel racking
system in a carrier. The ramp loader system allows a single
individual to handle heavy and bulky cargoes weighing many
thousands of pounds, (e.g. vehicles weighing up to 8000 lb.), and
to maneuver the loaded ramp to within tenths of an inch so that the
track channels of the ramp are aligned with the track channels in
the carrier. The ramp loader has a hydraulic lifting and leveling
cylinders, is extendible in length to about 26 feet; and is
expandable in width from about 6 feet to about 9 feet. The ramp
loader has inter-engaging subassembly components each weighing less
than about 75 lb. that can be assembled into a ramp by a single
operator in a short period of time (e.g., about half an hour). The
cargo handling system includes a hydraulic track channel "crawler"
tug that is capable of pulling or pushing heavy cargo along
channels from a warehouse and loading dock onto the ramp loader and
into carriers. Warehousing and loading dock cargo handling methods
using track channel systems are also disclosed.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 depicts a side view of ramp loader mounted on the rear of a
truck van trailer carrier.
FIG. 2 depicts a side view of the ramp loader of FIG. 1 with the
lifting and leveling cylinder pressurized to lift and level the
ramp about level with the rear deck of a carrier.
FIG. 3 depicts a partial side view of the front sections of the
track channel ramp loader of FIGS. 1 and 2 with hydraulic lifting
and leveling cylinders pressurized to lift the ramp several feet
off the ground; about level with the rear deck of a carrier; and
with alignment between the track channels of the ramp and the
channel tracks installed on the interior of the carrier.
FIG. 4 depicts a plan view of the track channel ramp loader of
FIGS. 1-3, as disclosed further below.
FIG. 5 depicts a side view of the track channel ramp loader of FIG.
4.
FIG. 6 depicts side views of the individual subassembly components
of the ramp of FIGS. 4 and 5, as follows:
FIG. 6A depicts a neck subassembly; FIGS. 6B and 6C depict two
separate span bridge subassemblies; and FIG. 6D depicts a
lower-ramp subassembly.
FIG. 7 depicts in a partial cross-sectional view a track channel
frame member.
FIG. 8 depicts a partial side view of the neck subassembly of FIG.
6A.
FIG. 9 depicts a portional plan cutaway view of a slide lock
assembly for fastening together the subassemblies of FIGS. 6A-6D,
above. The juncture of two subassemblies is indicated in the figure
by the dashed vertical line.
FIG. 10 depicts in a side cross-sectional view of a horizontal
expander crossbrace.
FIG. 11A depicts a partial cross-sectional plan view and FIG. 11B
depicts the front view of mounting brackets that are fastened to
track channel members (FIGS. 4 and 5) to accept and retain the
horizontal expander crossbraces (FIG. 11.)
FIG. 12 depicts a controller for operating the hydraulic lifting
and leveling cylinders of a track channel ramp loader to achieve
lifting, leveling and aligning between ramp track channels and
track channels in a carrier.
FIG. 13 depicts a process flow diagram for a control method for
operating a track channel ramp loader to lift, level and align
track channels on the ramp loader with a track channel system in a
carrier.
FIG. 14 depicts a cutaway portional side cross-sectional view (FIG.
14A) and plan view (FIG. 14B) of a hydraulic "crawler"-tug that
engages track channels and is capable of loading and unloading
heavy cargo from the ramp loader of FIGS. 1-4.
FIG. 15 depicts a channel-dolly-pallet according to the methods of
the invention.
FIG. 16 schematically depicts a side view (FIG. 16A) and plan view
(FIG. 16B) of a track channel racking system according to the
methods of the invention useful in cargo carriers, warehouses and
loading docks.
FIG. 17 depicts a warehouse rolling hydraulic ramp loader for
lifting, leveling and aligning track channels of the ramp with
those of a warehouse (or cargo carrier) track channel racking
system.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Embodiments of the invention provide systems for rapidly loading
and unloading heavy cargo with a minimum of effort from a variety
of different carriers, including shipping containers, truck tractor
trailers and vans, rail cars, automobile and truck transport
carriers, and the like. According to methods of the invention a
cargo is loaded onto a channel-dolly pallet that has wheels capable
of engaging a track channel system (e.g., as depicted schematically
in FIG. 15 and as disclosed further below). In one aspect, the
track channel system is a component of a distribution warehouse
conveyor-type system. In another aspect, the track channel system
is a component of a loading dock racking system for storing the
cargo in anticipation of loading onto or into a carrier. In yet
another aspect, the track channel system is a component of a
hydraulic ramp loader system disclosed further below. In still
another aspect, the track channel system is a component of a
racking system installed into or onto a carrier for receiving dolly
pallets having heavy cargo. It is an aim of the invention to
provide a continuous loading system wherein a heavy or bulky cargo
is loaded onto a dolly pallet in a warehouse; moved (i.e., by
rolling the pallets) to a loading dock racking system; moved onto
the instant track channel ramp loader (i.e., by rolling); moved
into a carrier fitted with a track channel system by first lifting,
leveling and aligning the ramp track channels with the track
channels in the carrier, and then rolling the cargo dolly-pallet
into the carrier. Other aspects of the invention provide a
relatively lightweight hydraulic "crawler"-tug with wheels that
engage the interior of a track channel. The instant "crawler"-tug
is capable of pulling or pushing heavy cargo along the subject
track channels at speeds of up to several feet per second. The
track channel tug is lightweight and can be rapidly placed into
position or removed from the track channel system by a single
operator.
In the following disclosure, terms will first be defined followed
by disclosure of aspects of the hydraulic track channel ramp
loader; then aspects of the track channel "crawler"-tug; and, then
cargo handling methods of the invention.
The terms used herein are intended to have the meanings, as
follows: namely, "Carrier" is used interchangeably with
"transporter" to mean a movable container capable of transporting
heavy cargo on its surface or in its interior. Representative
examples of "carriers" include flat bed trucks and tractor trailer
vans, rail cars, cargo shipping containers, ships, aircraft and the
like. In presently preferred embodiments, the ramp loader of the
instant invention is reversibly affixed to a cargo carrier that is
equipped with a narrow gauge track channel assembly for receiving
cargo that is supported on a rolling dolly, e.g., an aircraft cargo
bay or a truck trailer van equipped with a track channel
assembly.
"Cargo" is intended to mean a mass that may be carried on or in a
carrier. Representative examples of cargo include: crates loaded
e.g. with farm produce; bins loaded e.g. with metal ore; boxes and
pallets loaded e.g. with consumer goods; rail car cushion devices;
automobile and truck axle assemblies; and the like. Vehicles are
another representative example of a cargo.
"Multilevel trailer" is used interchangeably herein with "multitier
trailer" to mean that the subject trailer is equipped with a track
channel racking system that is capable of receiving cargo on
rolling pallets. In one representative example, a rail car is
fitted with a channel track system capable of receiving two or more
rows of vehicles or cargo, i.e., one arranged vertically above the
other; or, one arranged horizontally next to another.
"Drive system" is intended to mean a dolly-pallet drive-means
allowing a person to move vehicles in and out of a cargo carrier
onto the subject ramp loader without relying on the motor of the
vehicle or of the motor of cargo carrier for motive force.
Representative "drive systems" fitted on the subject ramp loader of
the invention include hydraulic rams, electric cable winches,
chain-cog systems, gears engaging teeth in track channels, and the
like; as well as gravity-assisted motive force, e.g., an inclined
ramp. A presently preferred embodiment of a drive system is
provided by the instant track channel "crawler" tug disclosed
further herein below.
"Ramp loader" is intended to mean the embodiments of the invention
that when functioning are capable of lifting, leveling, aligning
and inclining cargo for loading into and unloading from cargo
carriers fitted with track channel systems. The subject ramp loader
may be stored or carried on or in a cargo carrier and in one
embodiment the loading and lifting functions are conducted with the
instant ramp loader deployed from the rear deck (or side) of a
cargo carrier. In another embodiment, the subject ramp loader is
fitted with wheels and finds uses in warehouse and loading docks
for moving cargo on track channel systems (as disclosed further
below).
"Vehicle" is intended to mean automobile, truck, recreational
vehicle, camping trailer, and the like.
"Dolly" is intended to refer to a platform cargo carrier assembly
mounted on fixed or swivel casters. Vehicles are commonly driven
onto the dolly and secured to the dolly with straps. A
representative example of a dolly is schematically depicted in FIG.
15 (as disclosed further below.)
A "pallet" describes a platform upon which cargo is loaded and
shipped, and typically relates to a platform that permits a
forklift to handle cargo without damaging the cargo. In the context
of the invention, a dolly-pallet assembly is intended to mean a
linked group of dollies that are capable of supporting an entire
cargo load, e.g., a vehicle supported by 2 dollies- one for the
front pair of wheels and one for the rear pair of wheels, and which
is movable by virtue of having wheels or casters. In one
representative example, two dolly-pallet assemblies are joined the
one to the other e.g,, through linking bars to form the subject
dolly-pallet assembly. In another representative example, the cargo
load is a vehicle; each dolly independently supports two of the
wheels of the vehicle; and the link between the dollies is provided
by the vehicle. Accommodation of different cargo with different
configurations of dolly-pallet assemblies and ramp loader track
channel assemblies are of course considered to fall within the
spirit and scope of the instant invention, provided that the dolly
have rollers, wheels, and the like that are capable of engaging and
guiding a cargo along a track channel e.g. into a carrier fitted
with a track channel system.
"Channel-dolly-pallet-rack system" abbreviated "CDPRS", is intended
to mean a cargo carrier equipped with racks of track channels for
receiving the wheels of a dolly-pallet assembly. Representative
examples of CDPRS carriers include rear loading and side loading
rail cars, truck vans and the like.
"Track channel system" is used interchangeably with "track channel
assembly" to mean two or more channels capable of supporting and
guiding the wheels of a dolly (supra). In one representative
example, a track channel system is fastened to the walls of a cargo
carrier. In another example, the subject 2 or more track channel
assemblies are arranged in vertical of horizontal rows forming a
racking system for holding multiple dollies loaded with cargo. Each
track channel is of sufficient individual width and fabricated of
material of sufficient strength to receive, support and retain the
wheels or casters of the dolly-pallet assembly when it is loaded
with a cargo (e.g., a vehicle) and positioned on the ramp loader or
within the carrier. In one presently preferred embodiment of a
track channel system, the distance between the two (or more) track
channels is adjustable through the use of horizontally extendible
crossbraces (disclosed further below.) The instant ramp loader is
preferably configured (i.e., size, shape, width between track
channels) to be alignable with a track channel assembly located at
a warehouse or in a cargo carrier so that dolly wheels pass freely
from a warehouse racking system to the instant ramp loader and
(when aligned) from the ramp loader to a track channel system in a
cargo carrier. A representative, and presently preferred, track
channel is of an aluminum alloy having a width of about 2 inches,
an internal track channel height of about 25/8 inch that is capable
of receiving and retaining dolly wheels having a diameter of about
23/8 inches, and has side walls that are about 3/16 inch to about
1/4 inch thick.
"Tire track assembly" is intended to mean two or more tire tracks
installed on the subject ramp loader and placed at an appropriate
distance for receiving the wheels of a vehicle. Each tire track
assembly is of sufficient individual width and made of material
that has sufficient strength to receive, support and retain the
tires of a vehicle when the vehicle is driven onto the subject ramp
loader.
Hydraulic Track Channel Ramp Loader
Embodiments of the invention provide hydraulic ramp loaders that
lift, level, align, incline, load and unload heavy cargo into a
variety of different types of carriers, e.g., rail cars, tractor
trailers, cargo containers and the like. The presently preferred
ramp loaders have widespread utility for moving heavy and bulky
cargoes, e.g., cargoes having a weight of up to 8000 lb. and
dimensions of up to 26 feet in length by about 9 feet in width and
up to about 9 feet in height. The instant track channel ramp is
capable of lifting, leveling and aligning a rack channel on the
ramp with a track channel in a carrier to within tenths of an inch.
In a lowered position, from the back of the carrier to the ground
the ramp forms an inclined plane having an angle of less than about
11 degrees with the ground, preferably between about 8 and about 10
degrees.
Embodiments of the invention provide hydraulic ramp loaders whose
representative construction and designs are detailed below.
Referring to FIGS. 1, 2 and 3 depicting the ramp loader of the
invention in two different operating positions deployed from the
rear of cargo carrier 1. The ramp loader includes the following
subassemblies and components: namely, extendible and expandable
ramp 10 (FIGS. 1-3); track channel 15 and frame 16 (FIGS. 7-8,
below); spring 77-loaded track channel alignment sleeve 76;
extendible crossbraces 13 (FIGS. 4 and 10, below); support braces
30,35 and ground support brace pads 4 and 34; lifting cylinders 45;
leveling cylinders 40; hose reel 5 (for hydraulic hoses); and
mounting hardware including guide track 48, scissor bracket 3,
mounting plate 2 (FIGS. 1-3).
Ramp loader 10 is fastened to the cargo carrier 1 through two guide
tracks 48 one being fastened to each side wall of a cargo bay
opening with a mounting plate 2 and a scissor bracket 3. Scissor
bracket 3 slidably engages on guide track 48 and has scissor-means
for engaging a structural member of the cargo carrier, e.g., the
side wall of a trailer van or rail car frame. The subject bracket 3
is fitted with a first thumb screw that engages guide track 48 to
fix the bracket in position, and a second thumb screw that engages
the scissor-means to fix the bracket onto the cargo carrier.
Mounting plate 2 is fixed to the edge of a cargo carrier,
preferably with a cargo container twist lock fitting that engages a
socket mounted on cargo carrier 1. The subject mounting plate
preferably extends around a corner of carrier 1, i.e., to laterally
support guide track 48, and contains a mounting flange 9 for strut
30 (below).
Struts 35,30 are pivotally and removably fastened (e.g., with
clevis pins) to mounting flanges 8,9 and brace pad 34. Hydraulic
lifting 45 and leveling 40 cylinders are likewise pivotally and
removably fastened to ramp 10 at mounting flanges 18 and 19,
respectively.
When attached to each side of a carrier 1 and assembled into the
instant ramp loader 10, each side of ramp 10 has a triangular
section formed by struts 30,35 and lifting cylinder 45. The subject
triangular section provides a stable support for brace pad 34
against which hydraulic leveling cylinder 40 applies force when it
is actuated to level ramp 10. In certain optional embodiments,
struts may extend horizontally from the base of each lift cylinder
45 to engage on special wheel chocks that are trapped behind the
rear wheels of a trailer van carrier 1.
Extendible and expandable ramp 10, as depicted in top plan and side
views in FIGS. 4 and 5, respectively, is a preferred embodiment of
the invention capable of lifting, leveling, inclining, loading and
unloading a cargo carrier having a track channel assembly, e.g., an
CDPRS cargo carrier (defined above). Ramp 10 does not have a
continuous upper surface nor a welded or permanently affixed ramp
deck. In certain embodiments, ramp 10 is configured with one or
more removable tire grate assemblies (below). Referring to FIG. 4,
ramp 10 track channel assembly is depicted prior to attaching two
removable (optional) tire track grate (not depicted in FIG. 4). The
subject track channel assembly of ramp 10 (FIG. 4) is made up of
two track channel frames 11,12 that are expandably fastened in
horizontal apposition by two or more expander crossbraces 13, i.e.,
four of which braces are depicted in FIG. 4. (Slidably extendible
bar 73 is not a brace, but instead a mounting for lower ramp
subassembly 64, as disclosed further below.) Expander crossbraces
13 are adjustable, conferring upon ramp 10 expandability of width
for accommodating different widths (in the embodiment of FIGS. 1-3,
about 6 feet to about 9 feet) of cargoes on different dolly-pallet
assemblies. Different numbers and lengths of expander crossbraces
13 are of course possible for use in different embodiments of the
invention, with the number and length selected being a matter of
choice and at least partially dependent upon the desired load range
and type of cargo to be handled. Ramp 10 (FIG. 1) is preferably
stored and transported by cargo carrier 1, i.e., as subassembly
components that can be reassembled when needed. Each of the
individual subcomponent pieces of ramp 10 preferably weigh less
than about 75 lb.
Ramp 10 is extendible in length through assembly of different
numbers and sizes of inter-engaging subassembly panels. A side view
of four representative subassembly panels is depicted in FIGS. 4,5
and FIGS. 6A-6D. In FIGS. 4-5 the four panels are identified, as
follows: namely, line segments 50-51 (subassembly 60), 51-52
(subassembly 61), 52-53 (subassembly 62), and 53-54 (subassembly
63). The respective subassembly panels are locked together through
multiple slide lock assemblies 14, four of which are depicted in
FIG. 4. Subassembly panels 60, 61, 62, 63 are depicted in FIGS. 4,
5, and 6A-6D and lock assemblies 14 are described in greater detail
in regard to FIGS. 8 and 9, below.
A presently preferred embodiment depicted in FIGS. 6A-6D has a ramp
10 that is extendible in overall length that is extendible from
about 21/2 feet, (i.e., subassembly 60 only), up to about 26 feet,
(i.e., combinations of subassembly 60 with 61, 62, 63 and/or 64).
The subject ramp 10 has an overall width that is expandable from
about 6 feet to about 9 feet. Subassembly 60, also referred to as
slide-bridge subassembly 60 (FIG. 6A), has a length of about 47
inches; subassemblies 61 and 62 (FIG. 6B and 6C, respectively),
also referred to as span-bridge subassemblies, have a length of
about 90 inches and about 70 inches respectively. Subassembly 64
(FIG. 6D), also referred to as the lower ramp subassembly, has a
length of about 99 inches. Of course, in alternative embodiments
the invention encompasses different numbers and sizes of ramp
subassembly panels will be within the ordinary skill for matching
weight, load and stress, and assembly preferences. It is also
recognized that for different uses, a ramp loader assembly will
comprise different numbers and sizes of subassembly components
without departing from the spirit and scope of the present
disclosure.
A cross-section of track channel frame 11,12 is depicted in FIG. 7,
made up of track channel 15, support frame member 16 and
strengthening tie-bar 17. Each track channel 15 is of a sufficient
individual width and fabricated of material having sufficient
strength to receive, support and retain the wheels of a dolly
assembly when the dolly-pallet assembly is loaded with about 6000
to about 8000 pounds and rolled onto ramp 10. The following
describes the dimensions of a representative track channel frame
11,12, and a presently preferred embodiment, that is capable of
lifting, loading, leveling, inclining, loading and unloading
cargoes of about 8000 lb. Track channel 15 is of an aluminum alloy
having a wall thickness of about 3/16 inch, having a channel width
of about 2 inches, an exterior channel height of about 3 inches,
and having an internal channel height of about 25/8 inches that is
capable of receiving dolly wheels having a diameter of about 23/8
inches. Frame member 16 is of an aluminum alloy channel having a
wall thickness of about 1/4 inch, having a channel width of about 2
inches, and having a height of about 73/4 inches. Strengthening
tie-bar 17 is of a solid aluminum alloy having 1/2 inch by 2 inch
rectangular section (FIG. 7). In one embodiment channel frame 11,12
is of an aluminum alloy with track channel 15 being welded to frame
member 16; which is in-turn welded to tie bar 17. In a presently
preferred embodiment, frame 11,12 is extruded as a single unit with
channel 15 having 3/16 inch upper and lateral walls and a 1/4 inch
lower wall that is continuous with the upper portion of frame 16.
Frame 16 has a wall thickness of 1/4 inch. In the latter particular
embodiment strengthening tie bar 17 may be optional.
In certain optional embodiments, track channel 15 may have cogs or
teeth fitted on one of its track channel surfaces, i.e., capable of
engaging teeth of a drive means; and/or, the track channel may have
pilot holes drilled through its surface e.g. for insertion of a
retaining pin to trap the dolly-pallet assembly at a specified
location on ramp 10. In other optional embodiments, the components
of the ramp loader 10 may be fabricated from other materials
including formable steel, 50K steel, stainless steel, chrome-moly
steel, and the like, but preferably provided that the weight of the
individual ramp subassemblies does not exceed a weight that is
easily carried and assembled by a single operator.
Referring now to FIG. 8, a partial interior side view of the right
track channel frame assembly 11 depicts the relationships between
the components previously depicted in views in FIGS. 3, 4 and
6A-6B. (In particular, as the components are assembled in
subassemblies 60 and 61 of FIGS. 6A and 6B.) Track channel 15 is
fastened (e.g., by welding) to the top surface of frame member 16.
Cross-brace mounting bracket 20 is fastened (e.g., by through
bolting or welding) to the lateral surface of frame member 16.
Mounting flange 18, (that receives lifting cylinder 45, FIG. 1), is
fastened to the lower surface of frame member 16 (e.g. by
welding).
Also depicted in FIGS. 1, 3 and 8 is ramp pivoting roller assembly
24 that engages guide track 48 and provides means by which ramp 10
is fastened in a movable pivotal vertical orientation on cargo
carrier 1. Pivoting roller assembly 24 is insertable and movable
within guide track 48. Roller assembly 24 is made up of pivoting
carriage 25 upon which are mounted axles for rollers 26,27 (FIG.
8). Carriage 25 is rotatably mounted on pivot axle 28 that is
fastened to the interior surface of frame member 16. Rollers 26,27
and slide track channel 29 are rotatably mounted on separate axle
shafts 31a, 31b that are fastened to carriage 25. In a presently
preferred embodiment rollers 26,27 are about 5 inches in diameter,
about 23/4 inch wide, with ball bearings. Each roller 26,27 is
mounted on an axle shaft 31 that is about 2 inch in diameter that
is fastened to carriage 25. Pivot axle 28 is preferably about 11/4
inches in diameter.
Guide means other than a pivoting roller carriage may be used in
certain alternative embodiments for fixedly, movably, and pivotably
attaching ramp loader 10 to carrier 1, including e.g, pivoting ramp
10 on toothed gears engaging teeth in guide track 48; a worm gear
assembly in guide track 48 having a pivoting carriage assembly for
attaching ramp 10; a geared chain-drive having a pivoting carriage
assembly for attaching ramp 10; and, a hydraulic piston having a
pivoting carriage assembly for attaching ramp 10.
In operation of a presently preferred embodiment, as ramp 10 is
hydraulically lifted or lowered by cylinder 45, the pivoting roller
carriage assembly 25 moves upwardly, or downwardly, respectively,
in guide track 48. As ramp 10 is hydraulically leveled or inclined
by cylinder 40, carriage 25 pivots on pivot axle 28. FIG. 8 also
reveals details of channel slide lock assembly 14 alignment pins
22,23 and cam lock 21 that (in this preferred embodiment)
reversibly fastens the slide bridge subassembly 60 to span bridge
subassembly 61. Additional aspects of slide lock assembly 14 are
more fully disclosed below in relation to FIG. 9, below.
FIGS. 8 and 9 depict aspects of slide lock assembly 14, in this
particular case serving to fasten together slide-bridge subassembly
60 and span-bridge subassembly 61 (FIGS. 6A, 6B). The lock assembly
14 includes slide bar 32 that is slidably-mounted on the exterior
surface of frame member 16a (FIG. 9), and is retained by raised
boss portion 49 (FIG. 8) and by a raised longitudinal ridge that is
milled into the center of the upper and lower edges of slide bar 32
and which engages upper and lower grooves cut into the longitudinal
edges of receiving blocks 43, 44, 46, 47, as disclosed more fully
below. In a preferred embodiment slide bar 32 is removable from the
track channel frame 11,12 for storage.
Referring to FIG. 9, and examining aspects of the fastening
together of subassembly panels, by fastening frame member 16b of
subassembly 62 to the frame member 16a of subassembly 61. The
locking slide bar 32 of panel 61 is capable of sliding into
apposition with the cam lock assembly 33 in an adjacent panel 62.
In panel 62 the cam lock assembly 33 is rotatably mounted through a
hole in frame member 16b on cam lock sleeve 36. The cam lock sleeve
36 protrudes through the hole in frame member 16b and is retained
by retaining washer 37 and backing plate 38. Backing plate 38 is
reversibly fastened to sleeve 36, e.g., using flat head screws 39.
In a presently preferred embodiment locking slide bar 32 has a
constricted neck portion 41 and a raised lock portion 42. Neck
portion 33 has a generally rectangular profile with a raised
circular lock portion 42 and generally circular cam lock assemblies
33. Fastening subassembly panels together is achieved by sliding
the raised lock portion 42 of the slide bar 32 (e.g., panel 61)
into close apposition with the cam lock assembly 33 of the adjacent
panel (e.g., panel 62) and rotating cam lock 33 onto the raised
lock portion 42. For example, in the latter case, adjacent panels
61 and 62 are fastened by moving slide bar raised lock portion 42
from left to the right (FIGS. 8 and 9); into apposition with cam
lock assembly 33; and then manually rotating handle 21
counterclockwise (FIG. 8) to engage the cam 33 on the lock portion
42. In operation, fastening the 4 subassembly panels 60-63 (FIGS.
6A-6D) together involves engaging four individual lock assemblies
14, i.e., one on each track channel 11,12 of each subassembly panel
(FIG. 5).
In a presently most preferred embodiment, slide bar 32 is milled or
formed (e.g., milled) from about 3 inch rectangular bar stock to
have final dimensions of about 2 inches in width, 31/2 inches in
height and 12 inches in length with a circular raised lock portion
42 having a diameter of about 21/2 inches. Cam lock assembly 33 has
a diameter of about 33/4 inches with an offset (i.e., from the
circular) of about 3/16 inch. Most preferably, a raised
longitudinal dovetail ridge of about 1/2 inch in width and height
is milled into the center of the upper and lower edges of slide bar
32. The latter upper and lower dovetail ridges are capable of
engaging into upper and lower dovetail grooves, respectively,
formed (e.g., milled) into the longitudinal edges of receiving
blocks 46,47, as disclosed more fully below.
In other embodiments of the invention, the disclosed ramp
locking-means find a variety of uses according to methods of the
invention, e.g., for locking together components of track channel
racking systems used in cargo carriers, in warehouses, and on
loading docks (as disclosed more fully in regard to FIGS. 16A, 16B
and 17, below.)
Ramp alignment pins 22,23 (FIGS. 6A-6D and 9) serve to insure
proper vertical and horizontal positioning of the frame members
16a, 16b (and particularly track channels 15) as subassembly panels
60-63 are locked together. In a presently most preferred
embodiment, the alignment pins 22,23 are of about 1/2 inch
diameter. Alignment pins 22,23 are preferably mounted in alignment
blocks 43,44, 46, 47 each of which blocks is fastened to frame
member 16. The alignment pins 22,23 in blocks 46,47 of one
subassembly panel (e.g., panel 60; FIG. 8) are capable of engaging
blind holes in a alignment blocks 43,44 that are fastened to the
frame member 16 of an adjacent subassembly panel (e.g., panel 61).
By way of illustration, frame member 16 of panel 60 (FIG. 8) has
alignment pins 22,23 that engage correspondingly aligned blind
holes drilled into alignment blocks 43,44 that are in turn fastened
to frame 16 of panel 61 (FIG. 8). In operation, the pins 22,23
serve to bring the adjacent subassembly panels into proper
alignment as they are locked together, e.g., with slide bar/cam
lock disclosed above.
In a presently preferred embodiment, alignment blocks 43, 44, 46,
47 mounted on ramp 10 also fulfills a function of
slidably-retaining the locking slide-bar 32 on the outside surface
of frame member 16 (above). Each alignment block 46,47 has milled
into one longitudinal surface a dovetail groove for receiving one
of the raised dovetail ridges milled into the upper and lower
longitudinal edges of slide bar 32 (as disclosed above). In this
particular preferred embodiment, engaging the two longitudinal
ridges of slide bar 32 with the corresponding grooves milled into
alignment blocks 43, 44, 46, 47 serves to "sandwich" slide bar 32
in a movable and ridable manner between blocks 46 and 47, and since
blocks 46,47 are fastened to frame 16, slidebar 32 is slidably
"sandwiched" and retained on frame 16.
In a presently most preferred embodiment, alignment blocks 43, 44,
46, 47 on ramp 10 are rectangular, of aluminum and with dimensions
of about 6 inches long by 21/2 inches deep by about 2 inch in
width. Each block 46,47 has one blind hole drilled into its end
surface that has a diameter of about 1/2 inch and a depth of about
3/4 inch, i.e., the blind holes in blocks 43, 44, 46 or 47 are
capable of receiving either pin 22 or pin 23, respectively.
In operation, the preferred embodiment subassembly panels 60-65
each weigh less than about 75 lb. and are assemblable into ramp 10
within about 30 minutes by a single operator. Engaging the slide
lock assembly 14 between adjacent subassembly panels 60-64 provides
a strong and secure ramp 10 that is capable of functioning in ramp
loader 10 to lift, level, incline, load and unload cargoes of up to
8000 lb. mounted on dolly-pallet assemblies whose wheels roll
within track channel 15.
Ramp 10 is expandable from about 6 feet to about 9 feet in width by
operating expander crossbraces 13 (FIG. 10). Crossbraces 13 are
fastened to mounting brackets 20 (FIG. 10) on frame member 16, as
disclosed further below. In the particular representative
embodiment depicted in FIG. 11, tubular crossbraces 13 are manually
expandable from a narrow width (e.g., about 6 feet) to a wider
width (e.g., about 9 feet) by releasing all of the manual cam lock
clamp assemblies 56 within in a particular subassembly 60-64; then
pulling-apart track channel frames 11 and 12 to expand the ramp 10;
and, then re-engaging the cam lock clamps 56 to fix the new wider
width of the ramp.
Making reference to the illustrative embodiment depicted in FIG.
10, ramp expander crossbrace 13 has an end mounting flange 55 that
is insertable into crossbrace mounting bracket 20 which is, in
turn, fastened (e.g., bolted or welded) to frame member 16. End
mounting flange 55a is preferably press fitted into the end of port
tube 57 and retained in place, e.g., using a plug-weld 65. Port
tube 57 has head piece 69 that is slidably movable within cam lock
assembly 56 and retained therein, e.g., through use of a
detent-plug-weld 66. Cam lock assembly 56 has a manually-operated
handle 67 that actuates the clamp, and a collar member 68 with
flange 59 to which is mounted (in a non-slidable manner) starboard
tube 58 with its end mounting flange 55b.
In certain alternative embodiments, it may prove advantageous to
use other types and shapes of crossbraces. For example, in certain
embodiments ramp crossbraces and means for expanding the width of
the ramp 10 may include screw jacks, hydraulic rams, and the like,
having a variety of different locking means and a variety of
different modular sections including at least tubular, rectangular
and square cross-sections.
In a presently preferred embodiment, port tube 57 and starboard
tube 58 of ramp 10 are both fabricated from an aluminum alloy
tubing having a diameter of about 3 inches and wall thickness of
about 1/2 inch. Cam lock clamp assembly is fabricated from an
aluminum alloy tubing having a diameter of about 33/4 inches and a
wall thickness of about 3/8 inch. Flanges 55a, 55b, and 59 are
preferably of a about 1/2 inch thick aluminum alloy. The total
width from end-to-end of a presently preferred illustrative
expander crossbrace 13 is about 92 to about 98 inches; the cam lock
assembly 56 is about 18 inches in length; and, the range of
slidable motion of port tube in cam lock assembly 56 is about 6
inches. Mounting brackets 20 for presently preferred crossbrace 13
have a U-shaped recess 70 and retainer lip 71 (FIGS. 11A-11B) for
accepting and retaining the respective end mounting flanges 55a,
55b (FIG. 20). Mounting brackets 20 have mounting holes 72 and are
fastened to ramp loader 10 using fasteners (e.g., through-bolts)
that are inserted through holes 72 into and through corresponding
holes in frame members 16.
Spacing of expander crossbraces 13 in different subassemblies 60-64
of ramp 10 is a matter of design choice for accommodating different
maximum loads and CDPRS trailer configurations. In a presently
preferred embodiment according to FIG. 6A-6D, mounting brackets 20
for expander crossbraces 13 are fastened to frame members 16
according to the following two general rules: namely, within 18
inches of the edge of any subassembly 60-63, and, optionally on
about 30 inch centers within any subassembly 60-63. The
illustrative preferred ramp 10 depicted in FIGS. 1-3 has structural
integrity such that in prototype testing ramp 10 was capable of
lifting, loading, aligning and inclining heavy cargo, e.g., a
loaded GM.TM. Suburban.TM. and people having a combined weight in
excess of 6000 pounds.
Lifting means for the subject ramp 10 is accomplished hydraulically
by lifting cylinder 45 while the leveling and inclining functions
are primarily accomplished by hydraulic cylinder 40 (FIG. 1-3). In
operational mode, lifting cylinder 45 rests on a substrate, e.g.,
the ground, and is pivotally mounted on the forward portion of ramp
10 through mounting flange 18 (FIGS. 3 and 8). The forward portion
of ramp 10 is retained against, e.g., the rear of, carrier 1 by
pivoting roller bearing carriage assembly 24 (FIG. 8) which is
inserted into and retained by guide track 48 (FIGS. 1-3.)
Pressurizing hydraulic cylinder 45 raises the forward portion of
ramp 10 and assembly 24 rises within track 48.
Leveling means for the subject ramp 10 is accomplished
hydraulically by leveling cylinder 40 (FIGS. 1-3). In the
representative embodiment depicted in FIGS. 1-3, one end of
leveling cylinder 40 is rotatably fastened to the lower surface of
ramp span bridge subassembly 62 (FIG. 6C) through mounting flange
19 (FIG. 1). In a presently preferred embodiment, the opposing end
of leveling cylinder 40 is pivotally fastened to brace pad 34 that,
in turn, rests upon the substrata (e.g., the ground). In this
particular embodiment, brace pad 34 is supported and maintained in
position by support brace 35 pivotally fastened to the base pad of
lifting cylinder 45; and, support brace 30 pivotally fastened to
mounting plate 2. In certain alternative embodiments, leveling
cylinder 40 is pivotally fastened to the base of lifting cylinder
45 and a horizontal strut is extended to engage a wheel chock at
the rear wheels of a carrier. Support braces 30,35 may be of a
variety of sizes and shapes depending upon the desired load range
of ramp 10 and weight of cargo to be lifted, leveled, loaded and
unloaded. In the embodiment illustrated in FIGS. 1-3, braces 30 and
35 serve to support and maintain in position brace pad 34. In
certain alternative embodiments, support braces 30, 35 are
hydraulic cylinders. In other alternative embodiments, support
braces 30, 35 are of an extendable crossbrace 13 design with a cam
lock. In still other alternative embodiments, support braces 30, 35
are of a an entendable "twist lock" type.
In a presently preferred embodiment for heavy 8000 lb. vehicular
cargo loads, leveling cylinder 40 (FIGS. 13A and 13B) is preferably
a two stage 21/2 inch hydraulic lift cylinder with a 60 inch stroke
that is collapsible to about 38 inches. Leveling cylinder 45
preferably has a bore of about a 21/2 inch with a 1 inch lifting
rod having about a 100 inch stroke, operating at about 1600 psi
with 3.5 gallons fluid required to retract and having about a 2
minute lift time at 2 gallons per minute. FIGS. 3 depicts the
relationship of the ramp 10, its pivoting roller bearing assembly
24, and guide track 48 on the rear of an CDPRS cargo carrier 1
having cargo carrier track channel racking system 80, (below),
where the track channel 15 is aligned with a cargo carrier track
channel.) When aligned, spring 77-loaded track channel alignment
sleeve 76 (FIG. 3) is capable of bridging any distance between the
track channel of carrier 1 and the track channel of ramp loader
10.
Electrically powered hydraulic pumps are conveniently attached
directly to lifting cylinder 45 and leveling cylinder 40 and power
is provided by a loading dock plug, and a connection with a cargo
vehicle power supply (e.g, in a tractor trailer or locomotive),
with a generator set (Gen-set), e.g., transported on or in cargo
carrier 1.
The guide track 48 for ramp 10 serves as an upwardly and downwardly
movable connection between ramp 10 and cargo carrier 1. In
alternative embodiments, guide track 48 is reversibly, or
permanently, fastened to cargo carrier 1 through support brackets
and plates such as those illustrated in FIGS. 1-3. Generally, the
fastening means used for positioning of guide track 48 on carrier 1
will depend upon the location selected for deployment of ramp 10,
e.g., side loading or rear loading.
The instant ramp loader lifts, levels, aligns, inclines, loads, and
unloads and can be assembled and operated by a single operator so
that vehicles or cargo weighing up to 8000 lb can be loaded into a
carrier equipped with a track channel racking system. Embodiments
of the invention provide a light-weight loading system made up of
component parts each having a weight that an individual can
assemble into a ramp in less than about 1/2 hour. The instant ramp
loader is assemblable from individual inter-engaging subassembly
panels 60,61,62 (each of which weighs less than about 75 lb.) that
lock together through slide locks 14. In other objects, the
invention provides a loader that is safely stowable inside a track
channel, dolly, pallet and rack system cargo carrier 1, i.e, as
subassembly panels 60-64 and/or the individual track channel frames
11,12 and expander cross-brace 13 subcomponents.
A further embodiment of the invention provides a ramp loader system
and methods for allowing a single operator to move vehicles in and
out of the cargo carrier onto a ramp loader and then onto the
ground. The latter object is provided by the steps of: (i)
assembling ramp loader 10 from its component subassemblies; (ii)
placing a suitable number of tire track subassemblies onto the
expander crossbraces at a distance appropriate for receiving the
tires of the vehicle (e.g. a tire grate about 26 inches in width);
(iii) engaging a channel-dolly-pallet assembly into the ramp track
channel; (iv) driving the vehicle onto the ramp and then onto the
channel-dolly-pallet assembly; (v) fastening the vehicle to the
channel-dolly-pallet assembly; (vi) leveling the ramp loader by
pressurizing leveling cylinder 40; and (vii) actuating ramp "dolly
drive means" for a time sufficient to move the vehicle from the
ramp into the carrier.
A final object of the invention is to provide an independent power
supply for the lifting, leveling and loading system. This object is
supplied by a gasoline powered electric generator (i.e., a Gen-Set,
either portable or fastened to the carrier) or a source of
electrical power (e.g., a loading dock plug, battery power supplied
by a transporter such as a tractor trailer or locomotive). The
subject power runs electric hydraulic pumps, rams, and winches.
Control of the loading and unloading is conveniently maintained by
an operator using a remote control module having e.g., three
joysticks, the first to control the pressure in the lifting
cylinder, the second to control the pressure in the leveling
cylinder, and the third to control "left, right and both" according
to the accompanying disclosure (below).
Embodiments of the invention provide a versatile ramp loader
finding a variety of uses in loading cargo, and particularly
vehicles, into carriers. Representative uses of the subject ramp
loader include uses with channel-dolly-pallet-rack system cargo
carrier as well as with drive-on/drive-off carriers. With
drive-on/drive-off carriers a wide tire track assembly is
substituted for the narrow track channel 15.
FIG. 12 depicts a controller for operating the hydraulic lifting
and leveling cylinders of the track channel ramp loader to achieve
lifting, leveling and aligning.
The controlling means includes a handheld ramp controller with
three "joy sticks" each with a middle position and a left and a
right position. A first joy stick 92 controls up and down movements
of the ramp (i.e., pressure in the left and right lifting cylinders
45); a second joy stick 93 controls the leveling of the ramp (i.e.,
pressure in the left and right leveling cylinders 40; and the third
joy stick 91 controls whether the "left", "right" or "both left and
right" cylinders are pressurized or depressurized for lifting or
for leveling. The control means has either a remote control cable
94 (FIG. 14) attached to a hydraulic valve control unit, or
alternatively, the handheld unit may be equipped with a remote
control radiowave transmitter sending signals to a transceiver at
the hydraulic valve control unit. Control may be exerted logically
(i.e., using a microprocessor and transmitter in the handheld unit
to contact a transceiver and microprocessor at the valve control
unit) or electrically (by using the handheld unit to control the
supply of power to different circuits at the valve control
unit.)
FIG. 13 depicts a flow diagram for the control function lifting,
leveling or aligning the track channel ramp loader 10 by operating
the controller of FIG. 12 to pressurize or depressurize the left
and right lifting and leveling hydraulic cylinders.
At step 1301 an operator selects activation of a lift or a level
function key (e.g., either joy stick 92 or 93, respectively, FIG.
12). At steps 1302-1303, having selected a lift function key the
operator selects an "up" or "down" mode. At steps 1304-1305, having
selected a level function key the operator selects an "up" or a
"down" mode. At steps 1306-1308 the operator makes a selection of
whether the left side, the right side, or both sides of ramp loader
10 are to be affected by the operations of steps 1301-1305,
above.
At steps 1310-1312, circuitry in the handheld remote controller
determines whether to actuate the "lift" mode of left hydraulic
cylinder 45 (step 1310; e.g., the left position of joy stick 91),
both hydraulic cylinders 45 (step 1310; e.g., the center position
of joy stick 91), or the right cylinder 45 (step 1311; e.g., the
right position of joy stick 91).
At steps 1313-1315, circuitry in the handheld remote controller
determines whether to actuate the "level" mode of left hydraulic
cylinder 40 (step 1313; e.g., the left position of joy stick 91),
both hydraulic cylinders 40 (step 1310; e.g., the center position
of joy stick 91), or the right cylinder 40 (step 1311; e.g., the
right position of joy stick 91).
At steps 1320 and 1321, circuitry in the handheld remote controller
determines whether to direct pressurization (step 1302 or 1304;
e.g., the left position of joystick 92 or 93, FIG. 12) or
depressurization (step 1303 or 1305; e.g., the right position of
joystick 92 or 93, FIG. 12) of one or more of the hydraulic
cylinders selected in steps 1301-1315, above. Output from the
circuits of the handheld remote controller is directed to the valve
control unit controlling the hydraulic pumps and valve capable of
pressurizing and depressurizing cylinders 40 and 45.
"Crawled" Tug
Embodiments of the invention provide a hydraulic "crawler"-tug, a
cross-sectional side view of which is depicted in FIG. 14A with a
plan view being depicted in FIG. 14B. The hydraulic "crawler"-tug
has a housing 100 to which drive motor 111 is attached. The drive
motor has a rotating drive shaft with a rotating motor drive
sprocket 114 that has teeth capable of engaging drive chain 113.
Drive chain 113 rotates and engages output sprocket 114 that is
mounted on a shaft secured through bushings to housing 100. Output
sprocket 114 has two reduction sprockets each engaging identical
front and rear drive coupler chains 115. Drive coupler chains 115
engage identical front or rear carriage drive sprockets 117, (each
sprocket 117 being mounted on a shaft 124 rotatably secured through
bushings to housing 100). Shafts 124 serve as pivotal mounts for
front and rear wheel carriage assemblies 110. Each of the front or
rear wheel carriage assemblies has a rotatably mounted upper drive
wheel 120 or 121 and a rotatably mounted lower drive wheel 122 or
123. In each of the front and the rear wheel carriages a drive
chain 116 engages the respective carriage drive sprocket 117 and is
fed in a loop over idler/tensioner sprockets 118 and 119 and wheel
drive sprockets 140; with two wheel drive sprockets 140 being
rotatably mounted on shafts 127 passing through bushings in each of
the front and the rear wheel carriages 110 and extending laterally
below housing 100 (FIG. 14B).
The upper 120,121 or lower 122,123 drive wheels of the crawler-tug
are engaged inside the upper and lower surfaces of the track
channel by pivoting the front and rear wheel carriages 110 on shaft
124. The wheel carriages are preferably pivoted by engaging the
carriage tilt adjust thumb screws 125, drive wheels 120 and 121
engage the upper interior surface of a track channel and drive
wheels 122 and 123 engage the lower interior surface of the track
channels. Tilt adjustment thumb screws 125 control the pressure
with which wheels 121-123 engage the upper and lower interior
surfaces of track channel 15.
In a presently preferred embodiment, motor drive sprocket 112 has
about 16 teeth, output sprocket 114 has about 32 teeth on its outer
race (i.e., engaging drive chain 113) and 16 on each of its inner
two races (i.e., each race engaging a front or a rear drive coupler
chain 115). The outer race of carriage drive sprocket 117 has about
20 teeth and the inner race about 14 to 16 teeth. Each wheel drive
sprocket 140 also has about 14 to 16 teeth.
Preferably the drive wheels are selected to have a diameter that
allows easy insertion into track channel 15 (above). In one
representative example, track channel 15 is a three inch channel.
The crawler tug is fitted with wheels 120-123 having a diameter of
about 23/4 inches. In operation, the crawler-tug wheels 120-123 are
inserted into the end of track channel 15; thumb screw 125 is
rotated to engage wheel carriage 110 thereby engaging upper 120,121
and lower 122,123 wheels in track channel 15; and thumb screw 12 is
then locked into place with locking thumb nut 126. The position of
thumb screw 125 determines the pressure with which wheels 120-123
engage the interior surface of track channel 15, and skilled
artisans will of course recognize that the preferred pressure will
vary according the loads that are being moved. In a first
alternative embodiment, track channel 15 is fitted with one or more
lateral loading gates that allow lateral insertion of wheels
120-123 into and out of track channel 15. In a second alternative
embodiment, track channel 15 and frame 16 is a common extrusion
having a lateral interior ramp opening that allows lateral
insertion and removal of drive wheels 120-123.
Hydraulic "crawler"-tugs find a variety of uses in the methods of
the invention, e.g., for moving cargo on pallets in a warehouses,
on loading docks, on the instant ramp loaders, or into and out of
carriers equipped with track channel rack systems. The "crawler"
tug is capable of loading and unloading heavy cargo (e.g., 8000
lb.) along the subject track channel at a reasonable walking speed
(i.e., at least about 1 foot per second). In a presently preferred
embodiment this rate of movement is accomplished when hydraulic
motor 112 is operating at a speed of less than about 50 to about
100 revolutions per minute.
Cargo Handling Methods
Embodiments of the invention provides rolling dolly pallets, track
channel racking systems, a hydraulic track channel ramp for
lifting, leveling and aligning cargo, and a hydraulic "crawler"-tug
for loading the cargo in and out of the carrier. Aspects of the
invention are of particularly use for loading and unloading
vehicles and heavy cargo from carriers fitted with internal
multilevel track racking systems. In addition to ease of loading by
a single operator, other advantages provided by the instant
invention include the ability to decrease damage to cargo during
loading and shipping and ability to load carriers to greater
capacity (i.e., on channel tracks) without crushing and damaging
cargo.
FIG. 15 depicts a channel-dolly-pallet according to the methods of
the invention having a frame 130 to which four axles 131 are
mounted on which four wheels 132 are rotatably mounted.
FIG. 16A depicts a side view of an illustrative racking unit
subassembly 150 such as might be mounted against a side wall in a
cargo carrier, e.g. a van trailer or rail car. Rack unit 150 has
two subassembly panels joined together by slide lock assemblies 14,
(in this case, one slide lock for each of the four channels making
up the frame of the subassembly). Each of the subject rack unit
subassemblies have a section of two track channels 15 with optional
stiffening and strengthening frame members 16. Rack unit 150 also
has cross brace mounting brackets 20 for receiving four expander
crossbraces 13.
FIG. 16B depicts a plan view of an assembled racking unit such as
might be found in a cargo carrier, rail car or in a warehouse (or
loading dock) racking system. In this example, the assembly is made
up of two of the racking unit 150 depicted in FIG. 16A separated
and attached to one another by two expander crossbraces 13. The
number and position of expander crossbraces 13 and track channels
15 will of course vary depending upon the load to be carried or
stored on the racking unit. The assembled racking unit is useful in
a warehouse conveyor-type track channel system according to the
methods of the invention. In a preferred embodiment of the instant
method, cargo is loaded onto a loading dock rack unit (FIG. 16B)
using a wheeled embodiment of the instant track channel ramp
loader, (i.e., depicted schematically in FIG. 17.) The racks units
used for storing the cargo are preferably assembled to match the
configuration of the racking units installed in a cargo carrier.
Cargo may be rapidly transferred from a loading dock racking unit
to the racking unit mounted in the cargo carrier by backing the
cargo carrier up near the racking unit; connecting the racking unit
on the dock to the racking unit in the cargo carrier using a track
channel sleeve; mounting a crawler-tug (above) into position on the
rail, and operating the crawler-tug to pull or push the cargo along
the track into the cargo carrier.
FIG. 17 depicts a wheeled embodiment of the instant track channel
ramp loader of the invention that is capable of lifting, leveling
and aligning the track channels of the ramp with track channels in
a cargo carrier or a loading dock racking system (e.g., according
to FIG. 16A-16B, above). The subject wheeled embodiment has lifting
cylinder 45, leveling cylinder 40, struts 30,35 and ramp 10 that
are modified from those disclosed in FIGS. 1-4 (above) according to
the different uses of this embodiment. Skilled mechanical engineers
will, of course, recognize the altered stress and torsional forces
placed upon the ramp loader and accept that within the spirit and
scope of the invention a variety of different diagonal crossbraces
may be added as needed (e.g., diagonal from the left front wheel to
the right rear wheels; or, diagonal from the left front wheel to
the right rear ramp mounting flange for hydraulic cylinder 40).
In a presently preferred method of use for the subject ramp loader,
a dolly-pallet assembly is loaded into the track channels of the
ramp loader and then a vehicular (or other) cargo is driven up (or
moved onto) the ramp and onto the dolly-pallet. After fastening the
tires of the vehicle (or cargo) to the ramp loader the loader is
lifted, leveled and/or inclined and its track channels aligned with
the track channels in the carrier. The cargo is then loaded from
the track channel assembly of the ramp onto the track channel
assembly of the carrier. The method is suitable for use with any
cargo that can be loaded onto a dolly-pallet assembly, and is
particularly useful with heavy (i.e., up to 6500 lb.) cargoes that
are large and bulky (i.e., up to about 26 feet in length, up to
about 7 feet in width, and up to about 9 feet in height).
While the preferred embodiment of the invention has been
illustrated and described, it will be appreciated that skilled
artisans will recognize various changes that can be made therein
without departing from the spirit and scope of the invention.
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